U.S. patent application number 12/182568 was filed with the patent office on 2010-01-07 for system for tilting a power unit.
This patent application is currently assigned to AIRBUS ESPANA, S.L... Invention is credited to Raul Carlos LLAMAS SANDIN, Jorge Pablo VERDE PRECKLER, Jose Miguel VIZARRO TORIBIO.
Application Number | 20100001121 12/182568 |
Document ID | / |
Family ID | 41377652 |
Filed Date | 2010-01-07 |
United States Patent
Application |
20100001121 |
Kind Code |
A1 |
VERDE PRECKLER; Jorge Pablo ;
et al. |
January 7, 2010 |
SYSTEM FOR TILTING A POWER UNIT
Abstract
System for tilting a power unit (4) of an aircraft, said power
unit (4) being located in the rear portion of the fuselage (1) of
the aircraft, said system comprising a tilting unit (21) and a
pivoting unit (6), with said tilting unit (21) permitting the
tilting of the power unit (4) in a plane parallel to the vertical
plane of the aircraft via the pivoting unit (6), giving rise to
deflection of the exhaust gases from power unit (4), thus providing
a vectorial thrust controllable independently for each power unit
(4) of the aircraft, optimum for each phase of flight or manoeuvre
of said aircraft, said component of vector thrust being deflected
angularly in a plane parallel to the vertical plane of the aircraft
and relative to the longitudinal axis of said aircraft.
Inventors: |
VERDE PRECKLER; Jorge Pablo;
(Madrid, ES) ; VIZARRO TORIBIO; Jose Miguel;
(Madrid, ES) ; LLAMAS SANDIN; Raul Carlos;
(Madrid, ES) |
Correspondence
Address: |
LADAS & PARRY LLP
26 WEST 61ST STREET
NEW YORK
NY
10023
US
|
Assignee: |
AIRBUS ESPANA, S.L..
|
Family ID: |
41377652 |
Appl. No.: |
12/182568 |
Filed: |
July 30, 2008 |
Current U.S.
Class: |
244/12.5 |
Current CPC
Class: |
B64C 15/12 20130101 |
Class at
Publication: |
244/12.5 |
International
Class: |
B64D 27/00 20060101
B64D027/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 30, 2008 |
ES |
200801624 |
Claims
1. System for tilting the power unit (4) of an aircraft, said power
unit (4) being located in the rear portion of the fuselage (1) of
the aircraft, characterized in that it comprises a tilting unit
(21) and a pivoting unit (6), said tilting unit (21) permitting the
tilting of power unit (4) in a plane parallel to the vertical plane
of the aircraft via the pivoting unit (6) giving rise to deflection
of the exhaust gases from power unit (4), thus providing vectorial
thrust controllable independently for each power unit (4) of the
aircraft, optimum for each phase of flight or manoeuvre of said
aircraft, said component of vectorial thrust being deflected
angularly in a plane parallel to the vertical plane of the aircraft
and relative to the longitudinal axis of said aircraft.
2. System for tilting the power unit (4) of an aircraft according
to claim 1, characterized in that the pivoting unit (6) is located
in a zone as close as possible to the vertical of the centre of
gravity of the power unit (4), in such a way that the force
required for balancing or trimming of the power unit (4) is the
minimum possible.
3. System for tilting the power unit (4) of an aircraft according
to claim 1, characterized in that the tilting unit (21) comprises
an actuator (7), acting on which performs balancing or trimming of
the power unit (4), thus providing the appropriate vectoriality in
the thrust, and a fitting (8) that serves as a connection between
the actuator (7) and the power unit (4).
4. System for tilting the power unit (4) of an aircraft according
to claim 1, characterized in that the tilting unit (21) comprises
an actuator (13), connected to the power unit (4) via rods (14,
15), coupled movably to said actuator (13) and coupled in a solid
manner to power unit (4), providing balancing or trimming of the
power unit (4) on acting upon the actuator (13), which produces a
movement in the rods (14, 15) so that the forwardmost zone of the
power unit (4) is raised or lowered, thus enabling, via the
pivoting unit (6), the rearward zone of the power unit (4) to
absorb the movement, in such a way that appropriate vectoriality is
provided in the thrust on the aircraft.
5. System for tilting the power unit (4) of an aircraft according
to claim 3, characterized in that the actuator (7) and the actuator
(13) are endless screws.
6. System for tilting the power unit (4) of an aircraft according
to claim 3, characterized in that the actuator (7) and the actuator
(13) are hydraulic actuators.
7. System for tilting the power unit (4) of an aircraft according
to claim 1, characterized in that the pivoting unit (6) comprises a
fitting (10) fixed to the power unit (4), a fitting (11) fixed to
the assembly that supports the power unit (4), with the connecting
together of the fittings (10, 11) giving rise to a pivoting spindle
(12) orthogonal to the longitudinal axis of the aircraft and in a
plane parallel to the horizontal.
8. System for tilting the power unit (4) of an aircraft according
to claim 1, characterized in that the power unit (4) is supported
on the aircraft by means of a supporting unit (20), which comprises
pylons (5) and spars (9).
9. System for tilting the power unit (4) of an aircraft according
to claim 8, characterized in that the power unit (4) is located
above the structure of the pylons (5) of the supporting unit
(20).
10. System for tilting the power unit (4) of an aircraft according
to claim 8, characterized in that the power unit (4) is located
under the structure of the pylons (5) of the supporting unit (20).
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a system for tilting a
power unit, in particular of aircraft, and more particularly a
power unit located on the rear fuselage of the aircraft.
BACKGROUND OF THE INVENTION
[0002] The beneficial effects resulting from the use of aircraft
engines that generate vectorial or controllable-direction thrust
have been investigated extensively and are well known. As described
in document U.S. Pat. No. 6,938,408 B2, the effectiveness of these
systems was initially demonstrated in military aviation for flight
at low velocity, as well as for flying conditions at high angles of
attack. Their initial application in this type of aircraft can also
be understood from analysis of the nature of the latter, i.e. from
the aircraft design concept where manoeuvrability takes precedence
over stability. In civil aviation, the positive influence of the
generation of vectorial or controllable-direction thrust relates to
flight at medium-high velocity and at high altitude principally in
the cruising phase, as well as in other flying conditions, for
example take-off. The vectorial thrust system, in a similar manner
to the functioning of the aerodynamic and control surfaces, can
contribute to deviation of the aircraft from its point of
equilibrium or vice versa, so that the aircraft becomes more
stable, and accordingly it is then applicable to civil aviation.
Applying the generation of vectorial or controllable-direction
thrust of aircraft engines located in the tail unit (on the rear
fuselage) of said aircraft also contributes to the aircraft being
more stable with respect to directional static stability and
therefore, when the aircraft is subjected, once stabilized, to a
crosswind, it reacts by turning and facing the new wind
direction.
[0003] Systems are known in aircraft for civil use with
configuration of engines positioned on the rear fuselage, that make
use of the positive effects of being able to control the direction
of the exhaust gases of said aircraft engines. Document ES 2010586,
for example, describes the development of a system that makes it
possible to control the thrust vector of the engines by acting on
the selective deviation of the exhaust gases of the engine and/or
of the air of the bypass fan by means of directionally variable
mechanical elements within the nozzle. Such a system adds
considerable complexity, as it includes moving parts in the nozzles
and in the control systems. Systems of this type are not feasible
in aircraft for civil use owing to their low reliability and to the
high maintenance costs required. Moreover, they do not provide
precise manoeuvrability or control of the aircraft.
[0004] The present invention aims to solve the shortcomings
outlined above.
SUMMARY OF THE INVENTION
[0005] Thus, the aim of this invention is to develop a system to
provide rocking or tilting of the power unit of aircraft, in
particular of large aircraft for civil use and, more particularly,
of aircraft that incorporate a configuration of power units
positioned on the rear fuselage of the aircraft, above or below the
pylons thereof, enabling the aircraft to be optimized in various
flying conditions, principally at take-off and while cruising.
[0006] Owing to the fact that the effect of the system of the
invention will be appreciable, the invention relates to a system
for aircraft with configurations of power units located in the rear
portion of the fuselage, and more concretely aircraft whose power
units are located above or below the pylons. In this way, the
deflecting power of the thrust of the power units will contribute
to a greater extent to ensuring that the requirements of lift of
the tailplane are less than in configurations with power units
located in the wing structure, thus making it possible to reduce
the surface area of said tailplane and, in consequence, the weight
of the assembly and the fuel consumption. In a configuration as
described previously, and derived from the air inlet to the power
units behind the centre of gravity thereof, the aircraft will be
more stable with respect to directional static stability, so that
its capacity for recovery of position will be greater for flying
conditions with a crosswind.
[0007] The system of the invention therefore relates to an aircraft
configuration as just described, said system controlling the
vectoriality of the exhaust gases of the power units of said
aircraft. One of the advantages of the invention is the positive
influence that it produces in the various flying conditions, in
providing additional control for generating a pitching moment in
the aircraft, especially at take-off and when cruising, though also
in the phases of climb, descent and landing. This means that the
propulsive requirements of the power units are lower for some
established flying conditions or that, at equal propulsion of said
power units, the flying conditions can be optimized.
[0008] Another important advantage of the system of the invention
is that it uses conventional power units, in particular engines,
which require no modification, simplifying its application and
making its use more feasible. This system also introduces an
improvement relative to other systems of the prior art, in that it
does not alter the function of other parts of the aircraft, thus
minimizing the noise and the aerodynamic drag that would result
from the deflection of the modified parts, as is the case with the
known solutions.
[0009] Another of the added advantages of the system of the
invention derives from the elimination of an added structure that
permits movement of the assembly as a rigid solid: the system
developed by the present invention has independent systems for
tilting the power units, which means that, as well as contributing
to an improvement in the various flying conditions of the aircraft,
it provides a system for additional control of manoeuvrability of
said aircraft, since control of the asymmetric deflection of the
discharge of gases from the power units, and therefore of the
thrust, will result in additional support for the turning manoeuvre
of the aircraft.
[0010] Thus, the present invention relates to the development of a
system for tilting power units of aircraft, said power units being
located above the profile tip zone of the pylons or under said
zone, so that it becomes possible to induce on said power units a
movement that provides controllability, vectoriality and
optimization of thrust for each flight phase of the aircraft, as
well as an additional contribution to the turning manoeuvre in the
yaw movement of said aircraft, without having recourse to
modification of the functionality of the pylons or of the internal
structure of conventional power units, in particular conventional
engines, with single, horizontal discharge of gases.
[0011] Thus, owing to the contribution to the stability of the
aircraft that is provided by the vectoriality of the exhaust gases
from the power units, in a similar manner to the tailplane, an
improvement in energy efficiency of the aircraft is achieved owing
to reduction of the area of the tail unit and to the fact that the
aircraft, operating with smaller angles of attack, create less
aerodynamic drag. A positive thrust angle of the power units means
that the requirements on lift of the aircraft wing are reduced and
that for each flight mode there is an optimum thrust angle: thus,
by controlling this thrust angle of the power units by means of the
vectoriality of the exhaust gases it will be possible to reduce the
take-off velocity and distance, reach higher altitudes without
increasing the propulsion during climb, and moreover achieve
minimum cruising propulsion, a better gliding range during descent,
as well as reducing the aircraft's runway approach velocity and its
landing distance. These are advantages achieved by means of the
system of the present invention.
[0012] Thus, the system of the invention, in contrast to the known
systems, contributes to control of aircraft manoeuvrability by
providing a system for tilting the power units with independent
operation. Accordingly, according to the invention, since the
system for tilting the power units is regulated by the control
systems of the aircraft, turning of the aircraft can be assisted by
asymmetric deflection of the exhaust gases, i.e. by inducing a
positive angle in one of the two propulsion systems and a negative
angle in the other, and vice versa. Obviously, in absolute terms,
this effect will be less than in configurations of power units
mounted above the fuselage or the wings, but is not negligible. The
fact that movement of the power units does not involve movement of
the pylons will result in the air flow deflected by the aerofoil
impinging in an optimum manner on the surface of the pylons
downstream, therefore reducing the aerodynamic drag that would
result from a change in inclination of the pylons and, to a marked
extent, the noise that this would produce.
[0013] Other characteristics and advantages of the present
invention will become clear from the following detailed description
of a typical embodiment, referring to the accompanying
drawings.
DESCRIPTION OF THE DRAWINGS
[0014] FIG. 1 shows, schematically and in profile, an aircraft that
includes a system for tilting the power units according to a first
embodiment of the present invention.
[0015] FIG. 2 shows, schematically, a detail of FIG. 1 around the
zone where the pylon is located and the pivoting zone of an
aircraft that has a system for tilting the power units according to
a first embodiment of the present invention.
[0016] FIG. 3 shows, schematically and in plan, an aircraft that
has a system for tilting the power units according to a first
embodiment of the present invention.
[0017] FIG. 4 shows, schematically and in profile, an aircraft that
has a system for tilting the power units according to a second
embodiment of the present invention.
[0018] FIG. 5 shows, schematically, a detail of FIG. 4 around the
zone where the pylon is located and the pivoting zone of an
aircraft that has a system for tilting the power units according to
a second embodiment of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0019] As can be seen in FIGS. 1 and 3, which correspond to the
representation in profile and in plan of an aircraft that has a
system for tilting the power units according to a first embodiment
of the invention, for configurations of aircraft with power units 4
located in the rear portion of the fuselage 1, the aim of the
invention is to provide a system that makes it possible to vary the
thrust vector of said power units 4. Varying the direction of
discharge of gases from the power units 4 provides suitable
additional control in the various flying conditions of the
aircraft, so that pitching moments can be induced in the aircraft,
by symmetrical deflection of the exhaust gases of the power units,
or yawing and twisting moments in the aircraft, by means of
asymmetric deflections of the exhaust gases of the power units.
[0020] Thus, the system for tilting the power units 4 of the
present invention comprises a tilting unit 21 and a pivoting unit
6. The tilting unit 21 permits tilting of the power units 4 via the
pivoting unit 6, by deflection of the exhaust gases of said power
units 4. These power units 4 are supported on the aircraft by means
of a supporting unit 20, which comprises pylons 5 and spars 9.
[0021] According to a first embodiment of the invention, the
tilting unit 21 of the system comprises an actuator 7 and a fitting
8 that serves as a link between the actuator 7 and the power unit
4. In its turn, the pivoting unit 6 comprises a fitting 10 that is
fixed to power unit 4, a fitting 11 that is fixed to spar 9 of
supporting unit 20 and a pivoting spindle 12.
[0022] FIG. 1 shows, schematically and in profile, an aircraft that
has a system for tilting power unit 4 according to a first
embodiment of the invention. The aircraft comprises a tailplane 2,
a tail fin 3 and power units 4 positioned above the structure of
the pylons 5 of the supporting unit 20. Said power units 4 can
also, as mentioned previously, be positioned under the structure of
the pylons 5 of the supporting unit 20.
[0023] The tilting unit 21 comprises an actuator 7 and a fitting 8.
The actuator 7 will preferably be an endless screw, although it can
also be an actuator of the hydraulic type. Fitting 8 serves for
connecting the tilting unit 21 to the power unit 4. The tilting
unit 21 permits tilting of the power units 4 via the pivoting unit
6. Both the actuator 7 of the tilting unit 21, and the pivoting
unit 6, are anchored above the supporting structure 20 of the power
unit, preferably above the spar 9 of the pylon 5 of said supporting
structure 20.
[0024] FIG. 2 shows, schematically, a detail of FIG. 1 around the
zone of coupling of power unit 4 to pylon 5 of the supporting unit
20 according to a first embodiment of the invention. This diagram
shows in greater detail that the pivoting unit 6 comprises a
fitting 10 for coupling to power unit 4 and a fitting 11 for
coupling to spar 9. The joining of fittings 10 and 11 together
gives rise to the pivoting spindle 12 of the pivoting unit 6. This
also provides a better view of actuator 7 of the tilting unit 21,
as well as its connection to power unit 4 via fitting 8. Balancing
or trimming of the power unit 4 will then be achieved by acting on
actuator 7, this being an endless screw or a hydraulic device, thus
providing suitable vectoriality in the thrust. The movement that is
induced in the power unit 4 of the aircraft in its forwardmost side
as a consequence of the action of actuator 7 is absorbed by the
rearmost side of said power unit 4 owing to the degree of freedom
provided by the pivoting spindle 12. FIG. 2 shows the special case
of a power unit 4 with a rear propeller, such that these power
units 4 have their centre of gravity situated in their rearmost
zone, close to the propeller. Accordingly, in the accompanying
FIGS. 1-5, the pivoting unit 6 is in consequence located in a zone
close to the vertical of the centre of gravity of the power units 4
and therefore balancing or trimming of said power units 4 requires
less force. For power units 4 with other configurations different
from that shown, we would endeavour to position the pivoting unit 6
in a zone as close as possible to the vertical with the centre of
gravity, in such a way that the force required in balancing or
trimming would be as small as possible.
[0025] FIG. 3 shows, schematically and in plan, with axis of
symmetry, an aircraft with a configuration of engines optimized
according to the present invention that comprises a tailplane 2, a
tail fin 3 and engines 4 located above the pylon 5 and in the rear
portion of fuselage 1. It also shows the pivoting spindle 6 and the
assembly of actuator 7 and fitting 8 for coupling to the power
unit, as well as the spar 9 of the pylon 5 that represents the
structure above which engine 4 will be anchored.
[0026] With the description of the first two figures and the
representation in plan of FIG. 3 it can be seen that the
positioning of the mechanism for tilting the engines above the spar
9 in a plane parallel to the vertical of the aircraft ensures that
the thrust component is deflected angularly within said plane and
relative to the longitudinal axis of the aircraft. The tilting of
the engines 4 in the vertical plane is also based on the pivoting
zone 6, which is formed by the fittings 10 and 11 that are
connected solidly to power unit 4 and to spar 9 respectively and
whose coupling gives rise to the pivoting spindle 12 orthogonal to
the longitudinal axis of the aircraft and in a plane parallel to
the horizontal, and the actuator 7, which will perform a movement
preferably in the plane parallel to the vertical where the thrust
vector is located or in a plane parallel thereto. A noteworthy
characteristic of this process is that we shall not at any point
have interfered with the internal structure of conventional engines
of aircraft for civil use currently on the market, achieving better
energy efficiency, greater stability of the aircraft and
improvement in the various flight conditions and manoeuvres.
[0027] FIG. 4 shows, schematically, the zone for coupling the power
unit 4 to the pylon 5 of the supporting structure 20 of an aircraft
that has a system for tilting the power units 4 according to a
second embodiment of the present invention. As pointed out
previously, the use of diagrams in which the power unit 4 is
located above the pylon 5 does not exclude configurations for power
units 4 located or anchored below the structure of the pylon 5.
Thus, the system shown in FIGS. 4 and 5 according to a second
embodiment of the invention is preferably used for the type of
configuration of power unit 4 under the pylon 5 of the supporting
unit 20, although this second embodiment can also be used in
configurations such as that shown in FIG. 1, in which the power
unit 4 is located above the pylon 5 of the supporting unit 20. The
same can apply to FIGS. 1, 2 and 3, it being possible to employ the
first embodiment of the invention for configurations of power unit
4 located under the pylon 5 of the supporting unit 20.
[0028] Thus, in FIG. 4 we can see that, according to a second
embodiment, the tilting system of the invention also comprises a
pivoting unit 6 and a tilting unit 21. The tilting unit 21 permits,
by means of different components and by a different mechanism,
movements identical to tilting unit 21 of the first embodiment. The
tilting unit 21 comprises an actuator 13, preferably of the endless
screw or hydraulic type, located on the spar 9 of supporting unit
20, connected to power unit 4 via rods 14 and 15, connected movably
to one end of actuator 13 via movable fittings 16 and 17, and
connected solidly to power unit 4 via a fitting 18. The connecting
fitting 18 fixed to power unit 4 will permit angularity in the
movement of rods 14 and 15 via the swivel pin 19 in an identical
manner and in the same plane of movement as the movable fittings 16
and 17 above actuator 13. The tilting unit 21 is supported, just as
in FIG. 1, above the spar 9 of pylon 5, i.e. above the supporting
structure 20. Balancing or trimming of the power unit 4 according
to the present invention will be executed by acting on the actuator
13, which will produce a movement in rods 14, 15 so that the
forwardmost zone of the power unit 4 is raised or lowered (FIG. 4)
permitting the movement to be absorbed by the rearward zone of the
power unit 4 via the pivoting structure 6, thus providing the
appropriate vectoriality in the thrust on the aircraft. To perform
the upward or downward movement via rods 14 and 15, either the
endless screw 13 will change the thread direction in its
intermediate zone, fittings 16 and 17 having the same thread, or
the endless screw 13 will have a uniform thread direction on its
entire length and the movable fittings 16 and 17 will have opposite
threads.
[0029] FIG. 5 shows, schematically, a detail of FIG. 4 around the
zone where the actuation on power unit 4 takes place, for an
aircraft with a tilting system according to a second embodiment of
the invention. FIG. 5 shows in greater detail that the system of
the invention comprises on the one hand a pivoting unit 6 that
comprises in its turn fittings 10 and 11 and a pivoting spindle 12,
as well as a tilting unit 21 that comprises in its turn an actuator
13, rods 14 and 15 with their coupling to said actuator 13 via the
movable fittings 16 and 17 and to power unit 4 via fitting 18,
which, being fixed to power unit 4, will permit movement of rods 14
and 15 about the swivel pin 19. The movement induced by this system
on power unit 4 will be identical to that provided by the system
described in FIGS. 1, 2 and 3, and will therefore comply with the
specifications with respect to planes of movement described
previously for said figures (first embodiment of the
invention).
[0030] The embodiments that we have just described can include
modifications that are within the scope defined by the following
claims.
* * * * *